Lateral-motion device for driving boxes



w. E. WOODARD LATERAL MOTION DEVICE FOR DRIVING BOXES Apr. 24, 1923.

Filed NOV. 6 1920 5 Sheets-Sheet 1 'IM L ATTORNEY R O T N E V m 7% 6 #mwpc W/A/S.

Apr. 24, 1923.

W. E. WOODARD LATERAL MOTION DEVICE FOR DRIVING BOXES Filed Nov. 6, 192 07 5 Sheets-Sheet 2 INVENTO 52km ,fla ATTORNEY Apr. 24, 1.923. v 1,452,862

- W. E. WOODARD LATERAL MOTION DEVTCE FOR DRIVING BOXES Filed Nov. 6, 1920 5 Sheets- Sheet 8 Win/55. INVENTOR /yaz; g 4 a, {V

BY Z ATTORNEY Apr. 24,1923.

w. E. WOODARD LATERAL MOTION DEVICE FOR DRIVING BOXES Filed Nov. 6 1920 5 Sheets-Sheet 4 .INVENTO i aa/r Y j ATI'ORYNIEY Apr. 24, 1923. 1,452,862

w; E. WOODARD LATERAL MOTION DEVICE FGR DRIVING BOXES Filed Now-'6, 1920 5 Sheets-Sheet 5 a ,4 i I i Y L I i L I I v Q I 1 fff i f fj" L 1- lI/T/VESS IN VEN TOR.

7/1/14. (aw M ATTORNEYS.

Patented Apr. 24, 1923.

UNHTED STATES PATENT orric z.

' WILLIAM E. WOODARD, OF FOREST HILLS, NEW YORK, ASSIGNOR TO FRANKLIN RAILWAY SUPPLY COMPANY, OF NEW YORK, N. Y., A CORPORATION OF DELA- WARE.

LATERAL-MOTION DEVICE FOR DRIVING BOXES.

Application filed November 6, 1920. Serial No. 422,248.

To all whom it may concern Be it known that I, \VILLIAM E. \Voon- ARD, a citizen of the United States, residing at Forest Hills, in the county of Queens and State of New York, have invented certain new and useful Improvements in Lateral- Mot-ion De ices for Driving Boxes, of which the following is a specification.

' This invention relates to lateral motion devices for driving or axle boxes for locomotives and other railway vehicles with or without trucks. T he invent-ion has the same general objects and purposes and is intended to meet the same general conditions as the construction shown in United States Letters Patent No. 1,181,19-l, issued to Riegel and myself on May 2, 1916, which may be taken as an exemplifi'cation of the lateral motion appl ances in general service.

In the construction referred to, however, for reasons which will further appear, the driving boxes are approximately from one and one-half to two timestheir normal length which requires a corresponding increase in the length of the axle journals, and heavy cross ties are employed between the driving boxes and between the driving springs. As a result, the arrangement is expensive to manufacture and to apply and is diflicult of application to existing locomotives because it involves many changes in adjacent parts.

One of the prime objects of my invention is to provide a simple and inexpensive de vice which may be readily applied to new and old locomotives with little or no change in adjacent parts, and in which the driving boxes and journals are of normal length, the

heavy cross ties between driving boxes and, in some instances, the connecting members between driving springs eliminated.

till another object of the invention is to provide an arrangement in which only one driving box deflects laterally at a time, simpii ijying centering.

v My invention also contemplates an improved arrangement whereby the driving springs or other load transmitting means and the lateral motion resisting means cooperate to maintain the load central on the dri i boxes which is of great practical og'ether with such other as may he;

obj eels incident to my invention, I obtain by means of a construction, the preferred embodiments of which are illustrated in the accom panying drawings, wherein:

Fig. 1 is a cross section taken through a locomotive frame adjacent a pair of drivers and their axle and illustrating the neral application of myinvention, the section being taken on the line 11 of Fig. 2 on a reduced scale; Fig. 2 is a, section taken on the line 22 of Fig. 1 on an enlarged scale; Fig. 3 is a section on the line 3-3 of Fig. 2.; Fig. 4 is a fragmentary plan view of Fig. 2; Fig. 5 is a section through modification of a detailof my improvements; Fig. 6 is a section on the line 66 of Fig. 5; Fi 7 is a section through another detail modi cation; Fig. 8 is a section on the line 8-8 oi Fig. 7; and Figs. 9 and 10 are diagrammatic views illustrating how certain of the parts operate.

As herein exemplified, the invention is applied to a locomotive, the frame A of which is of the standard bar type, with its two side members spaced apart the maximum distance available under the necessary limitations imposed by the width between driving wheel hubs. Each side frame member includes, in so far as the driving box receiving portions thereof are concerned, the top rail 7, bottom rail 8, and vertical pedestal jaws 9 which are connected by the usual pedestal ties 10. The axle for a pair of drivers 11 is indicated by the reference letter C, while the driving boxes therefor are indicated by the letter B. The boxes B are fitted in the pedestals to have vertical play therein by any standard shoe and wedge means, 12, and 13, respectively, or their mechanical equivalents; and they have lateral motion by virtue of the fact that their outer and inner flanges la and 15 (see Fig. 4) are spaced apart a suiiicient distance to provide a predetermined clearance between the outer flanges and the shoes and wedges, this clearance being determined in each instance by such factors as length of rigid wheel base, type of locomotive, and track curvature. The portion of the locomotive weight carried by the boxes is transmitted through the driving springs D in the manner now to be described.

Each driving spring rests on a saddle F having "two depending, spaced legs 16 and 17 for transmitting load to the axle box B at opposite sides of the frame, at different points lengthwise of the axle C, the former being the longer and resting directly on the driving box in a seat or pocket 18. These legs straddle the top rail 7 and the saddle is free to ride up and down and to rock slightly. The shorter leg 17 rests upon a seat 19 formed in the horizontal ledge, arm or leg 19 of a centering lever or rocker member F which is in the nature of a bell-crank. The lever member at each end is provided with a depending leg or arm 20, and adjacent each arm it is formed with a rounded bearing portion 21, which is received in a correspondingly formed seat 22 provided in the laterally extending lug 23, preferably formed integral with the box 13. It will be understood that there are two such lugs 23, oneon each side of the inner end of the box. By this arrangement, the centering lever is fulcrumed on the box. The lever cannot shift lengthwise of the box by reason of the legs and shoulders 24 fitting over the lugs 23 and it cannot shift transversely of the box because the weight carried holds the bearing portions 21 in their seats in the lugs.

Cross ties G extend crosswise of the frame and connect corresponding pedestal aws of the two side members of the frame, being secured to the jaws in any preferred manner. The cross ties are provided with lugs 25 against which the depending arms 20 of each centering lever bear.

The parts are shown in normal position in Figs. 3 and 4, from inspection of which it will be seen that the wear face of the boxes abuts against the-hubs of the drivers; the arms 19 of the centering levers rest on the top of the box; the arms 20 are practically in working contact or engagement with the lugs 25 on the cross ties of the frame; and there is a clearance space between the outer flanges 14 of the box and the shoes and wedges. indicated by the letter :2? in Fig. -l.

Assuming that the lateral thrust in curv- =ing is in the direction indicated by the arrow in Fig. 3.. the boxes on that side will shift laterally inward until the flanges 14 abut against the shoes and wedges. As they shift inwardly, their lever arms F will be ing the boxes to proper center when there is no longer a lateral thrust or pressure.

The boxes on the other side do not deflect laterally under the conditions noted, and

1,4.e2,sea

the axles push therethrough the amount of the lateral deflection, this occurring very readily since lateral deflection only occurs when the locomotive is in motion and the axles are rotating. \Vhen the thrusts are in the opposite direction, the operation of the parts on the other side is the same as just described.

The operation of the parts will be best understood from inspection of Figs. 9 and 10. In Fig. 9, the relation of the boxes and centering means to the vertical center line 0 of the frame, when the parts are in normal position, is shown. \Vhen lateral motion takes place, the upper end of the saddles does not move inwardly, for the inward movement of the box, the lever, and the lower ends of the saddles is compensated for by the lifting movement imparted by the lever. The resultant of these two movements is approximately a rotative movement of the saddle on a center intermediate the spring and the top of the box. The top of the saddle thus does not move inwardly, but the saddle tilts slightly from the vertical as indicated in Fig. 10. The springs, therefore, are not displaced to any appreciable extent, and at most merely accommodate themselves to the very slight inclination of the top surface of the saddle from the horizontal. The relation of the springs to the rigging is thus substantially not disturbed.

The length of the lever arm is to be determined in the first instance by the load carried and the thrusts liable to be encountered.

To prevent tilting of the springs when a. relatively large amount of lateral motion may he required, I provide arrangements such as shown in Figs. 5 and 6, and Figs. 7 and 8. In the arrangement of Figs. 5 and 6, I inter-pose the ends of a cross member 26 between the springs. and the saddles F, such ends being rounded as indicated at 27 so as to permit the saddles to rock thereon without tilting of the springs as the compound movement of the saddle takes place. The manner in which the saddles and cross members are interfitted will be clear on in spection of the figures.

In the construction of Figs. 7 and 8, a

stirrup 30 is interposed between the saddle and the spring, such stirrup having a seat for the spring and having a sliding fit on the top rail 7 ofa frame member so as to permit of vertical play. As the saddle is tilted and laterally shifted it rocks on the rounded surface 31 of the stirrup and the only motion the latter has is a vertical one, which does not tilt the spring. To prevent the stirrup from wearing the rail, a wear piece 33 is inserted.

One of the important advantages incident to all the forms of my invention shown, is that the load on the driving boxes is at all times maintainedsubstantially central. When the arts are in the normal position illustrated 1n 3, the load is transmitted boxes at the opposite ends thereof. When lateral motion of the boxes takes place, this relation is not disturbed for the legs 16 still bear directly on the boxes and, while the arms 19 no longer lie on top of the boxes, load is transmitted to the opposite ends of the boxes through legs 17 and the centering levers as thelatter rock on their fulcrum points on the boxes. The load is thus substantially equall distributed by the cooperation of the sad les and levers. In the construction in the aforesaid patent, the load transmitting means does not bear directly on the box in most of the forms shown but on transverse cross ties which transmit the load to the boxes through lateral resistance rockers, a construction which involves extension of the length of the driving boxes so that the rockers or other members will bear. substantially on the middle of the boxes. In the construction of Figs. 13 and 14 of said patent, while the saddles rest directly on the boxes, the lateral mot-ion resisting lever 17 does not cooperate to maintain the load central.

I claim: 3

1. In a railway vehicle, the combination of an axle box having lateral motion, a load transmitting means, and a leverage means interposed between the box and the load transmitting means ofl'ering resistance to the lateral motion of the box.

2. In a railway vehicle, the combination of an axle box having lateral motion, a load transmitting means, and a leverage means fulcrumed on the box and interposed between it and the load transmitting means offering resistance to the lateral motion of the box.

3. In a railway vehicle, the combination with an axle box having lateral motion, of weighttransmitting means bearing on the box, and leverage means also bearing on the box and interposed between the box and the weight transmitting means so' as to come into operation on lateral motion of the box to resist such motion.

4. In a railway vehicle, the combination with an axle box having lateral motion, of a load transmitting spring, a saddle for the spring bearing on the box, and means interosed between box and saddle for resisting ateral movement of the box.

5. In a railway vehicle, the combination with an axle box having lateral motion, of a load transmitting spring, a saddle for the spring bearing on the box, and a lever fulcrumed on the box and interposed between box and saddle for resisting lateral movement of the box.

6. In a railway vehicle, the combination with an axle box having lateral motion, of a weight transmitting means bearing on the box, and means bearing on the box and adapted to bear against the weight transmitting means and receive load therefrom on lateral motion of the box to resist such motion.

7. In a railway vehicle, the combination with a frame, of an axle box having lateral mot-ion with respect to the frame, a weight transmitting means bearing on the box, and gravity means at an end of the box operable on lateral motion of the box for resisting lateral movement of the box.

8. In a railway vehicle having an axle box box .with capacity for lateral and verticalv motion,the combination of a load transmittingmeans and a separate lateral motion res sting means, said means cooperating to maintain the load central on the box and ofi'eringresistance to lateral motion throughout the range of such motion.

10. In a railway vehicle the combination of an axle, wheels therefor, a pair of boxes for the axle having lateral motion independentl of one another, and centering means for theoxes.

11. In a railway vehicle the combination of an axle, wheels therefor, a pair of boxes for the axlehaving lateral motion independently of one another, and a centering means for each box.

12. In a railway vehicle having a box for an axle. capable of lateral movement, a cantering member consisting of a. bellcrank adapted to bear on said box and to receive load from the vehicle.

13. In a railway vehicle having a box for an axle capable of lateral movement, a hearing seat on said box, and a centering lever journaled in said seat.

14, A railway vehicle lateral motion device comprising, in combination with the axle box, load transmitting means with portions for transmitting load to the axle box at difi'erent points. lengthwise of the axle, and means interposed between one of such portions and the box for raising said portion and rocking said. loads transmitting means on the other such portion when the box'is shifted by lateral thrust, and returning the box under actuation by the portion so raised when such thrust is relieved.

15. A railway vehicle lateral mogion de vice comprising, in combination with the axle box and the vehicle frame, load trans mittmg means with portions for transmitting load to the axle box at diilerent points lengthwise of the axle, and a rocker fill crumed on the box with one of its arms actuated by one of such portions of said load transmitting means and its other arm engaged with the frame.

16. A railway vehicle lateral motion device comprising, in combination with the axle box and the vehicle frame, a saddle straddling the frame above the axle box with legs for transmitting load to the latter at opposite sides of the frame, and means operatively interposed between saddle and axle box for yieldingly resisting lateral shifting of the box by lateral thrust and re turning the box when such thrust is re lieved.

1?. A railway vehicle lateral motion device comprising, in combination with the axle box and the vehicle frame, a saddle straddling the frame above the axle box with legs for transmitting load to the latter at opposite sides of the frame, and means interposed between one of such legs and the box for raising said leg and rocking the saddle on the other leg when the box is shifted by lateral thrust, and returning the box under actuation by the leg so raised when such thrust is relieved.

18. A railway vehicle lateral motion device comprising, in combination with the axle box and the vehicle frame, a saddle straddling the frame above the axle box with a leg bearing on the latter outside the frame, and a lever fnlcrumed on the box inside the frame with one of its arms beneath the other saddle and its other arm engaged with the frame.

19. In a railway vehicle having an axle box with capacity for lateral motion, the combination of load transmitting means and lateral motion resisting means, the load transmitting means bearing on the box and the lateral motion resisting means also hearing on the box and operating on the load transmitting means when .lateral motion takes place, whereby the load transmitting means and the lateral motion resisting means reaper-ate to maintain the load central on the box.

20. in a railway vehicle, the combination of an axle box having lateral motion, load transmitting means bearing on the box, and separate lateral motion resisting means interposed between the load transmitting means and the box and always operating to return the parts to normal position.

21. In a railway vehicle having an axle box with capacity for lateral motion, the combination of load transmitting means for transmitting load to the box, and lateral motion resisting means also transmitting load to the box, said lateral motion resisting means also operating on the load transmitting means when lateral motion takes place, whereby the load transmitting means and the lateral motion resisting means coop erate to maintain the load central on the box, a

In testimony whereof, I have hereunto sig ned my name.

WILLIAM E. WOODARD. 

